Fluid-pressure brake.



W. V'. TURNER.

FLUID PRESSURE BRAKE.

APPLIGATION rlnnn Nov.15,19oi

1,109,715. Patented Sept, 1914.

4l SHEETvB-BHYBET 1.

1 6 l 7 gian A INVENTR w. vV. TURNER. FLUID PRESSURE BRAKE. APPLICATION FILED l0V.15, 1905.

1,109,715. Patent-,ea sept. 8, 1914.

4 SHEETS-SHEET 2..

Ig. J.

ff Mw W. V. TURNER. FLUID PRESSURE BRAKE. APPLIOATIN FILED NOV. 15, 1905. 1,109,71 5. Patented sept. s, 1914.

4 SHEETS-SHEET 3.

INVENTOR Att'y.

WITNESSES W. V. TURNER.

FLUID PRESSURE BRAKE.

APPLICATION FILED NOV. 15, 1905. y 1,109,71 5. Patented sept. 8, 1914.

4 SHEETSSHBET 4.

Att'y.

UNITED. STATES .PATENT OFFICE.

WALTER V. TURNER, 0F VJILKINSBURG, PENNSYLVANIA, ASSIGNOR T0 THE WEST- INGHOUSE AIB, BRAKE COMPANY, OF PITTSBURGH, PENNSYLVANIA, A CCB/FORA- TION 0F PENNSYLVANIA.

FLUID-PRESSURE BRAKE.

specification ef Letters Patent.

Patented sept. 8,119.14..

Application filed November 15, 1905. Serial No. 287527.

To all 'whom 'it may concern lle it known that l, YAL'rniz V. TURNER, a citizen of the United States, residing in Vilkinsbarg, in the county of Allegheny and State of Pennsylvania, have invented a certain new and useful lniproveinent in` Fluid- Pressure Brakes, of which the following is a v. No. 227,222, filed Oct. 5, 1904-, and Ser. No.

244,265, filed Feb. e, 1905.

(.)nc of the objects of my present improvement is to simplify the constructionof the distributing valve mechanism which governs the supply of air to the brake cylinder, eliminating certain part-s and providing meansfor steadying the action of the device.

Another object is to provide 4a blow-down valve for the regulating .or application chamber of. the distributing valve device, the pressure in which governs the brake cylinder pressure, and to so connect said blowdown valve that coiiinnilnica'tion therethrough from said chamber is normally closed, but adapted to be open in Vservice applications, and also `in emergency applications, if desired, throi'igh a restricted port, whereby the brake cylinder pressure may be limited to a predetermined degree in service applications Aand may be gradually 'reduced from a higher degree in emergency applications.

Anothery object is to provide an improved engineers brake valve having ports and convnections with the distributing valve device and train, pipe adapted to supply air through the feedv valve to the train pipe in one position, called running position, in

which theoutlet port from the applicationchamber is open, and also in another position, in which the olltlet from the said chainbor'is closed, and which may be tern'ied holding positirui.y whereby the engine brakes and the train brakes may -be released at the same time and the train Apiperecharged or the train brak s may be released and the train pipe recharged While lholding,r the engine brakes applied for any desired period of time.

My present invention also contemplates' holding the application chamber closed and the engine brakes applied in the full release position of the engineers brake valve, in which air under high' ressuie from the main reservoir isturne directly into the train pipe, substantiallyv the same as set forth in my previous application.

A further object of the present invention -is to provide an improved combined auto matic and straight airbrake equipment for locomotives, in which the straightvairbrake valve is interposed -infthe connections' between the distributing valve device and the 'engineers brake valve of Ithe ,automatic system, whereby the engine` brakes 'may be released and applied with straight. air independent of the automatic train brakes .and

without manipulating the engineersbrake` valve.

Another feature of my improvement comvprises a double cut out cock connection in `the train pipe and the application chamber pipe, Where y when the train pipe is cut voff from the engineers brake valve on the .second locomotive' in double-heading the said application chamber will exhaust automatically through its vtriple valve connection and the automatic brake on the second engine be thereby controlled by. the engineers brake valve ofthe head engine by varying. the train pipe vpressure in the usual manner.

In the `accompanying drawings, which illustrate one, :formof apparatus embodying my improvements, Figure l is a diagrammatic view of the improved equipment adapted to .b e applied to locomotives, the distributing valve mechanism being shown iii section; Fig. 2 another sectional view of the triple valve portion'of the distributing valve mechanism taken in a different plane and showing the blow-down valve and its connections; Fig. 3 a plan'view of the slide valve seat of the triple valve of the distributing` valve mechanism; F #l a face view of the slide valve of said triple valve device; Fig. 5 avertical section of the engineers brake valve of the automatic brake system; Fig. 6 a vertical section of the straight air brake valve ;v Fig. 7 a plan vieu' of the rotary valvelsat of the engineers' brake valve;

Fig. Snifacc 'view of the 'rotary valve of the *engineegsibrake valve; Figs. 9 to 14 dialili] of the rotary valve of the straight air brake valve; Figs. .17 to 2O diagrams illustrating the ports of the' straight air brake valve in running, release, lap, and application/positions respectively; and Figs. 21 to 2-1 diagrams in sect/ion illustrating the distributing valve mechanism in the respective positions of service application automatic, lap automatic, emergency automatic, and straight air application, the slide valve 7 ,being indicated in two parts, one above and one below the piston stem, in order to show all the ports in one sectional view.

According to the construction shown, the. distributing valve mechanism comprises a triple valve portion having a Apiston chamber 1 communicating with the-train pipe 2, valve chamber 3 communicating with the auxiliary pressure chamber 4, piston 5, stem 6, and slide valve 7, and the brake cylinder supply and release valve mechanism composed of pistonS with stem 9, release valve 10 and supply valve 11.

The slide valve 7 of the triple valve controls a port 12 through which air may be supplied to the regulating or application chamber 13, which communicates by a port 14 with the chamber 15 on oneside of piston` 8, while the cavity 16 in the valve 7 is adapted to connect the application chamber and port 14 with the exhaust port 17.

The main supply valve 11 is preferably operated directly by the stem 9 of piston S and controls the supply of air from the main reservoir 20, pipe 19, and chamber 18 through port 21 to theA chamber 22 on the opposite side of piston 8, and to the brake cylinders 2-1 through a suitable passage and pipe. connections 23.

Any number of brake cylinders may be supplied in this manner, and l propose to connect this pipe not only with the driver brake cylinders but also with the truck and tender brakes.

It will now be seen that the piston 8 is subject to the opposing pressures et' the application chamber on one side and thebrake cylinder on the other, and that it operatesI to supply the brake cylinder with the same' degree of pressure that may be admitted to the application chamber. lt also serves,

through release'valve l0 and exhaust port 25, to diminish or rele: se the brake cylinder pressure according as the pressure in thei application chamber may be reduced or released.

lu order to prevent a too rapi'd accumulalion of pressure upon the brake cylinder side of piston S when the supply valve is opened,

which might cause a fluttering or rapid vibrating incven'ient ofthe same, means are provided for retarding Y the tiow of air against the piston 8, such as a flange or collar 2G mounted on the Astem 9 and having cneor more perforations or ports 27. i

A spring 29 may be employed for assisting the closing movement of supply valve 1l who?. the pressures equalize upon the piston 8.

'Inc pressure chamber is Y preferably a blow-dou-'n valve set to open at the de sired degree cf pressure may be connected to said application chamber, either directly or through the triple valve device.

According to the arrangement shown in Fig. 2 of the drawing, the valve seat is provided with a port 31 communicating with the application chamber 13 and aport 32 leading to the blew-down valve 33, While the valve, 7 has an additional cavity 34 adapted to connect ports 31 and 32 in service position. By this means the brake eylinderpressure'is limited to the desired degree in service applications, and` the blow-down valve may also be connected with the application :hamber through a restricted port 35 in emergency position for permitting a gradual blowing off ofthe pressure in emergency applications. 'ln this position also a very small port 36 in the slide `valve may register with the feed port 30 for the purpose of insuring the maintenance of the desired degree of pressure in the chai'nbers .t and 13 in cn'iergency applications The mainl reservoir pipe 19 .is connected to the rotary valve chamber of the enginecs brake valve 37, the valve seat of which is preferably provided with the following ports; inlet port 3S for air at train pipe pressure admitted through feed valve 40 and pipe 3- train pipe port 4l, feed port 4:2 leading to the train pipe port or passage, iur-.t port Lt3 leading to -the atmosphere, p eln'iinary discharge port let communicating' w'tli the chamber d5 of the customary equalizing reservoir atti, equaliziug port 47 also leading to the chamber flo, and a port 118 communicating with the :.Lpplication chamber 13.

ldhcre the engineers liralce valve is used alone the port I8 maj. communicate directly thib` port preferably communicates by a pipe 50 with a port 52 in the seat of the straight air brake valve 51, which also haa` a port 53 comlonnit-,atingl through pipe 54 with the application chamberI 13, exhaust port 5G, and port 55 through which air is supplied from the main reservoir through the reducingr valve 57 and pipe 5S. This reducing valve is adjusted to limit the maximum degree of' prcesure which may be adinitted to the application chamber and consequently to the brake cylinder in straight air applications, to any desired amount.

The rotary valve 59 of the engineerky brake valve may be provided with through porte 6() and el, and cavities 62, G3, 6i and (55, while the rotary valve `G6 of the straight air brake valve 51 has a port 67 and cavities 68 and 69.

The pipe 70 leading; from the exhaust port 17 is provided with a ceclt for normally closing' the same when uised on single locomotives. or on the head locomotive in double heading. but adapted te be opened on the see/ud or followin leeoinotives for the purpose. o't' enabling the head engineer to release the brake on the. lsei-end loeffmotive by the uri-aal inerease in train pipe pressure. )is thin cock is 'te oe turned at the ame time as the eut-out'v cork in the train pipe, it is preferable to eombine them beth in one. double cock 71. and so arrange the portl as to close communication through pipe 7() and open coinmlmication through the train pipe in mie position, and to open co1muunieation through pipe T0 and eut out the engineers brake valve from the train pipe in another position. Although this pipe 70 may open directly to the atmv'isphere. it is preferred to connect the same with an additional port tu in the seat of the engineers brake valve for a purpose which will hereinafter he explained. AY pipe 72 mar also be employed for connecting),r the exhaust port 5G of the straight air brake valve with this port 4S) in the engineerhl brake valve.

ffhe enginei-Nf` brake valve is preferablyY bolted or otherwise eeeured to a iixed base section 74 containingr suitable ports and paa- Sages to whieh all the pipe ef-nneetious; are made, hereby the brake valve proper` which mayy be formed in a pluralitv of seetious havin;r a valve seat with suitable porti; and para )jes for e:nuuunieating with errret-:pondingf passagesy inv the base seeiion, and also containing;- pedir/.ingy reservoir ehauilwr 45 with pieton 72" and train pipe diy lharqe vale 7i. maf.' he readily7 removed and replaced without disturbing* the pipe eei'ieetions. The straight air brake valve :'1 may also be termed in separable sections and ,vie-

cured in a Similar manner to the fixed base i section 7h having suitable passage@ to whiz-h the' pipes 5S. 54 and 72 are eoimeeted.

VVlth the mam reservoir charged 1n the usual manner and the brake valve` in runnine position as indicated in the diagapmse, Figs. 10 and 17, air tiows from pipe 1L) through the feed valve 11), :set at the desired maximum degree of' train pipe prer-i-ure, to pipe Il and port 3:1 f5 the valve seat ot' the engineers brake valve and thence to the train pipe i2 thrrugh cavity h3 and ports 42 and 4l. and ahe to the equalizing refeiviir lt thrpugh ca\ it) (E4 and equalh'iing port i7, hanging the Same to the desired normal degree ofpressure. Air from the inain. reiservoir ale-:a thrive tu the supply valve chalnber 18.y andthrough reducingr valve 37, pipe 5S, and porta ai and G7 towht eliamber of the .-triie'ht air brake valve 51.

l `rem the train pipe air tiows into the piston chamber 1 of the triple valve portion of the distrihutinp, valve device, moving the piston a and slide valve 7 to the extreme inner position :ihown iiri'digj. 1 Air then feeds through Vport i0 into the valve chamber and pre-eure Chamber i, charging; the Same to a degree of pressure equal to or slightly greater than that oi' the train pipe` whereupon the oi-ton I.: moves, the ldido valve outward a slight distance, merely suiieient to close the feeding` in port 10. rl`he application chamber 115 `vvill then be cpen to the atmosphere through porte4 12 ard il. pipe 54, port 5?), eavitvv 6i) and port :EQ in the straight air brake 'alve. pipe v70, port i8, exhaustl cavity G2 ard exhaust port 43 of the enfrineers brake valve; and the brake cylinders S24 with valve chamber will also be in communit-ation with the atmofa'iherethrough exhaust-port Q5.

iVhen the engineers brake valve is turned to Service application position. Fig. 15, the prelimiiuiry dist-.harige port a'r-l commuuieates through one portion ot exhaust eavitv (3;). with the exhaust. port Al5 and air from the equalizingf chamber 45 and reservoir 4C dis;- chargres to the atmosphere. After the desired reduction has been made in the eqi'laliziner chamber 4-5 and reservoir 4h ythe engineers brake valve is turned to lap position, Fie'. 13% thereby elosingf the preliminarvY discharge port. The higher prev-.eure of the train pipe beneath the emlalizin;r pif-ton 73 opens` the t 1ain pipe discharge valve 75 and the train pipe pressure ie reduced to tire same degree in the usual manner. Thisl reduction in tain pipe pressure causes he eustoniary action ci' 'the triple valve in aD- plying the autoinatie train brakea upon the ear;` and also causes piston fi to move the slide valve 7 to open the service port 1'? :in-.l supply air from the pressure chamber l to the aplilieation chamber 123. `-ee Figi. 91. AS the port i8 is nowelosed at the engineei-` bralfe valveI no air eau escape trom the application chamber and the desired degree oiE brake vlinder presSure tlien accumulates in chamber lron piston 8, causingy the saine to move the valve l0 to close the brake cylinder exhaust port 25, and the supplyv valre 11 to open the port 21 and supply air to the chamber 22 and the brake cylinders` Q4 of the lo comotive.

As the air flows; through the supply port 21, the tendency to build up pressure more rapidly oh the fare of piston 5S than in the brake cylinder is, prevented by the perforated flange 2G, which retards the rise in pressure on the brake eylinder side of the piston and prevents; anyv rapid vibrations of the piston.

It Will be notieed that in this service application position, the ravit),7 Z-lof the valve 7 conneets the applieaziim ehamlier through ports 31 and 32 'with the blow-- down valve 33, so that au)v exfiessi pressure Which may be admitted to the applieation chamber above the de ired maximum degree ot' brake cylinder pressure to whieh the blow-down ralve adjusted. will be blown oli' to the atn'iosphere. YVhen the train pipe pressure has diminished to a degree equal to that ef the eoualizing reservoir and the train pipe disffharge valve closes in the usual manner. the presnirein Chamber l diminishes b r expansion into application chamber lil until the pressure on the valve chamber side of piston Il is substantially equal to the i'rain pipe pressure` whereupon the graduating Spring aeta to move the valve i' to lap po,- ilion and elose port 'l2 and port 32, as, indirated in l"i.'. At the saine time the brake erlinder pres sure wliieh also obtains` in ehaniber and on the fare of piston :nilwtantiallyv equal to that of the applieation ehamlier and eharnher l5 on the oppositel :dde ot' piston tl. so that the Spring Qi) operatesl to more the sleurt) and supply valve l1 bank just far enough to olof e the' supply port 2l. but not far enough to open the exhaust port 15. there being preferably a fanall amount of lost motion between the ,stern Il and the exhaust Valve l0, in order to permit tliii lap mm ement of the supply ralre aithort moving` the exhaust valve. rlhe brake e'vliir der pressure will then be maintained at the degree of pies;--1ire admitted to the applieation chamber. sinee. if there should be any leakage from the brake cylinder the presysure .upon the piston 8 Would operate the valve 1l to supply a sullieient amount of air to the brake eylinder to eompensate for ynell leakage and maintain the brake' cylinder pressure eonstant.

la order to release both the locomotive and the automatic train brakeslthe, eniineers, brake ralve is placed in full release position. Fig. Sl, for a limited period of time and then turned to running position` Fig, l0.A In the release poaition, air from the main resta-voir llou's throue'h pork (in and l2 direi-ily to the train pipe` raising the pressure therein and causing the tr n valves of the ear brakes to move to releai, -l position in the usual manner.

The pressure also increases in chamber 1' upon piston and moves the slide valve 7 to it inner or release position, but the air under pressure in the application ehainloer eannot escape since the port 17 and pipe 70 is closed at the Coek 71 and the port 48 is closed at the engineers brake Valve, eonsequently the engine brakes are held applied until the engineer`s brake valve is turned to running position. This temporary holding on of the engine brakes tends to bunch the slaek' and prevents the Violent surging forward of the head end of the train upon releasing brakes` u'hile running at slow Speed. whieh has heretofore often resulted in a lu'eak'riirtero of the train.

When the engineeas brake valve is turned to running position, the air from the appliration ehamber ia released to the atmos pliere through por` YIS. rarity G2 and ex hauet port /l-l. whereupon the brake eylinder pressure in ehaniber 22. meting on piston S, more the valve lO to open the exhauet port 23 and the engine brake -eylinders are released to the atmosphere. t the .saine time eonipreeaed air is admitted through the feed ralre, and ports 158 and 42 to reeharge the train pipe to the normal degree.

Should it, he def ired to hold the engine brakes applie'l for a longer period of time while the train brakes are released, the engineer brake valve may be turned to the holdingl position. Fig. l1, in which the port t8 in closed and the presivzure held in the applieation chamber and the engine brake evliuders` while at the same time the train pipe is being recharged by air supplied through the feed valve and ports SFS and #l2 to the train pipe. The engine brake cylinder preeifa'ire may then be graded down to anyv degree desired b r simplyY moving the engineera brake valve to ruiming position and then haek to holding position, thereby reduring the preslfure of the application ehaniber. whereepsu the higher degree of brake eyliede" pressure acting on piston 8 opens the exhaust port 25 and allows the brake eylinder pressere to reduce to suh- :itanlially the same degree when the piston lo es the e\'hau 't valve l0.

lt will therefore be seen that the engine brake eylinder pre-1 nre may loe graded up or dou'n at will b v merel)V inereasing or diminishing the press-nre in the application ehainber.

To produee an emergeney applieation of the brakes. the engineei"s brake valve is turned to the emergeneiv position. Fig. 1l. in whieh eonununieation is open direetly from the train pipe. port 4l to the atmosphere through the large portion of the rarity G2 and the exhaust port lil, thereby producing a sudden reduction in train pipe pressure and causing quick action of' the triple valves o't the. automatic train brakes in the usual manner. This sudden reduction in train pipe pressure also causes the piston to Amore the valve 7 outward to its extreme position, illustrated in Fig. 23, in whicli'tlie port 12Nis wide open, while the pressure cllaI/nliei` Al:bissupplied with air from the irreservor. through the ort and rcst'tctefdi'prt 36, and '-"t e" ap icatioli 'el'ra'inlr l communicates through he re strictedport i-with the blow-down valve This additional supply of air through restricted/port 36 tends to raise the equalized pressure of the pressure chamber and '.viousl)y explained. The straight air brakethe. valve 11 laps the port 21 and the en trol of the engine brakes and t e automatic train brakes'is obtained.'

If it be desired to apply the enginebrakes without applyin the automatic train brakes, the straight air rake valve is turned to the application csition, Fig. `20, in which coininunication oni the engineers brake valve or'pipe 50 to the application chamber is cut oigand air Afrom the reducing valve 57 and pipe 58 is supplied through po'rts 55, 67 and and pipe 54 te the a .plicatioii chamber 13 of the distributing va ve mechanism, the

l'piston 8 of which then'operatcs to n'iove valve 11 to open port 21, as indicated in Fig. 2.4, and supply the brake cylinders with air at the same degree of pressure as pre- .valve may then/,be turned to lap position,- Fig. 19, with all ports closed, whereupon ginebrakes may be thus held applied as long asdesired.

. By turning the straight air brake valve to running position and back to lap, the engine brake cylinder pressure may be graded down or releasedat will, since in running positionthe application chamber is open to the. atmos here through pipe 54, poi-ts 53, of)

52, pipe 5() and ports 4S. (i2 and l?, iu

the' enginers brake valve.

"Yi/hen the brakes of both engine and train have been' applied by the automatic system wiji the engineers brake valve which then stands in lap position', Fig. 1Q, the engis'ifbrakes iiiay be released without interfering with 'the automatic train brakes by turning the straight air brake valve to release position, Fig. 18, 1n which the application clianibei' is disel'iarged lo the atmosphere through pipe 54, ports 53. (38 and 56 in the straight air brake Valve, pipe T2 and ports 41), (32 and 4-5 iii thc engineers brake valve.

'Vl'he engine brakesl may then be independently applied by turning the straight lair Make valve to a plication position and back to lap, while tie automatic train brakes inay be released by turning the engineers brake valve to release and running positions, thus'giving a complete and independent con trol ot the engine brakes and the automatic train brakes.

l.Vhei'i two or more engines are used for pulling a train, con'nnonly called double heading, the engineers brake valve on the second engine is placed in lap position and the cock T1 turned to cut off communication with the train pipe. This also opens coinn'iunication through pipe 70, which may lead lto the atmosphere or, preferably, as shown, to the port fifi in the engineers brake The brakes on the second engine may then be applied and released with theautomatic train brakes in the usual manner b v operating the engineers brake valve on the head engine, since upon an increase in train pipe pressure after an applicatiomthe valve 7 moves to release position in which cavity 1G connects the ports 12 and 17, and air from the application chamber is released to the atmosphere through pipe and ports 49, and 43 in the engineers brake valve which stands in lap position, and the piston 8 then operates the valve 10 to release the brake cylinders as previously explained.

If, for any1 reason, the engineer of the second engine should desire to apply or release his engine brakes independently of the control by the engineers brake valve of the head engine, he may set his engineers brake valve in running position in order to `close 4ipe 70 and port 49 and open port 48, and t en turn his straight air brake valve 'either to application position or to release position and thereby apply or release the brakes of the second engine independentlyY of the head engine or the automatic traiibrakes.

if the engineer should inadvertently leave the handle of the straight air brake valve in release position, it would notinterfere with the emergency application, since the exhaust port BG is connected by pipe 72 with port 49 of the engineers brake'valve and I hotl'i (liest-. pofrts 18 and 49 are clfsed when the. engineers brake valve is turned to emergeuev position. thereby preventing any escape of air from the application chamber.

)ly improved'apparatus has the advantages of securing a complete and independent control of the engine brakes and the automatic train brakes, maintaining the pressure in all the engine brake cylinders constant regardless of leakage or the length of piston travel, limiting the degree of engine brake cylinder pressure te the desired amount in service applications, producing a greater' brake cylinder pressure and gradually blowing the same down in emergency applications, and providing for either simul taneous or independent control of the brakes on the second engine in dvuore heading.

Having noviY described my invention, what l' el aim as nciv and desire to secure by Letters Patent is:-

1. Iii a fluid pressure brake, the combination with a brake cylinder and train pipe ot a valve for controlling the supply of air to the brake cylinder to apply the brake, an application or regulating chamber separated from the train pipe, a movable abutment connected to said valve and subject to the pressure of the application chamber, and means for supplying and releasing air to and from the application chamber to vary the degree of pressure therein.

2. In a fluid pressure brake, the combination with a brake cylinder', of a valve for controlling the supply of air t the brake cylinder to apply the brake, an application chamber separated from the train pipe, a movable abutment subject to the' opposing pressures of the application chamber and the brake cylinder and operated by an increase in pressure in the application chamber 'for'. moving said valve to apply the brakes, and means for varying the pressure in said application chamber.

3. In a fluid pressure brake, the combination with a brake cylinder` of a valve for controlling the supply of air to the brake cylinder, an application or regulating chamber normally at atmospheric pressure and separated from the train pipe, a movable abutment connected to said valve and subject to the pressure el'A the application chamber,- a brake cylinder release valve operated by said abutment and means for supplying and releasing air to and from the application chamber.

4. In a fluid pressure brake, the combina` tion with a brake cylinder, of a valve for controlling the supply of air to the brake i cylinder', an application chamber separated from the train pipe, a movable abutment subject to the opposing pressures of the application chamber and the brake cylinder for moving said valve to apply the brakes upon an increase in pressure in the application chamber, a brake cylinder release valve operated by said abutment` and means for supplying air to and releasing same from the application chamber.

5. In a tluid pressure brake, the combina# tion with a train pipe, andbrake cylinder, of a valve for controlling the supply of air to the brake cylinder, an application chamber, a movable` abutment subject to the opposing pressures of the application chamber and the brake cylinder for moving said valve, and a valve mechanism operated by `variations in train pipe pressure for varying the pressure in said application chamber.

(3. 11i a fluid pressure brake, the combination .vitli an application chamber and a valve mechanism governed by the pressure in said chamber for controlling the brake cylinder pressure, ol a blow-down valve adapted to be connected to the application chamber or releasing air therefrom when the pressure rises above a predetermined degree.

7. In a fluid pressure brake, the combination with an application chamber, means tor supplying air thereto, and a valve mechanism governed by the` pressure in said chamber for controlling the supply of' air to the brake cylinder, o1 a blow-down valve, and means establishing communication from said chamber to the blow-down valve for limiting the pressure therein to a predetermined degree. y

S. 1n a fluid pressure brake, the combina tion with an application chamber, means operated by a reduction in train pipe pressure for supplying air to said chamber, and a valve mechanism governed by theI pressure in. said chamber for controlling the supply of air to the brake cylinder, of ay blow-down valve normally disconnected 'from said chamber', and means operated by reduction in train pipe pressure in service applications tor opening communication from said chamber through'said blow-down valve.

9. 1n a fluid pressure brake, the combination with an application chamber, and a valve 'mechanism governed by the pressure in said chamber for controlling the supply of air to the brake cylinder, of a blow-down valve for said chamber, and a triple valve device operated by train pipe pressure for supplying air to said chamber and controlling communication from said chamber to the blow-down valve.

10. In a fluid pressure brake, the combination with an application chamber, and a valve mechanism governed by the pressure insaid chamber for cf,utrolling the supply o'l' air to the brake cylinder, of a, blow-down valve for said chamber, an auxiliary pres-` sure chamber, and a valve device operated by train pipe pressure `tor controlling comv nunicath'm from the pressure chamber to the application chamber, and from said latter chamber to the blow-down valve.

1l. In a fluid pressure brake, the combina tion with an application chamber, and a valve mechanism governed by the pressure in said chamber' tcieontrolling the Supply i of air to the brake cylinder, of a blow-down valve for said chamber, an auxiliary pres'- sure chai'nber, and valve mechanism operatinlcr uponv a sudden reduction in train pipe pressure in emergency applications to open communication from the pressure chamber to the application chamber, from the latter chamber to the l'ilow-dovvn valve, and from a source of supply to the pressure chamber.

12. A distributing valve device compris-y ing a valve for controllingl the supply of air to the'brake Cylinder, an application chamber, a movable abutment subject to the opposing pressures of the application chamber and thebrake cylinder' for opening said valve, and means for retarding' the flow of air from the source of .supply to the brakev cylinder side of said movable abutment.

13,. A distributing valve device comprising a valve for controlling the supply of air to thebrake cylinder, an application chamber, a. movable abutment subject to the `0p posing pressures of the 'application chamber and the brake cylinder and having a stem for `moving said valve, and a i'ierforated colla-r on said stern for retarding the flow of air from the source ofsupply to the brake .cylinder side of said abutment.

A14,'In a luid pressure brake, the combination lwith lan application `chamber and valvemcchanism,operated by an increase in pressure in'said chamber for supplying;r air to the brake c vlinder, of a/train pipe, a feed valve device therefor, and an engineer`s brake valive having' ports adapted in one position to supply air through the feed valve to the. train pipe and to'closc the outlet from the application chamber.

15. In a fluid pressure brake, the combination with an application chamber' and a valve mechanism governed by the pressure in said chamber for controlling the supply ot air to the brake c vlinder, of a train pipe, a Afeed valve device therefor, and an engi` neer`s brake valve having ports adapted in one position to supply air through the feed valve to thel train pipe and to close the out let from the application chamber, and in' another position to supply air throjggh the feed valve to the train pipe and to open the outlet from the applica.tion chamber.

Ubin a :fluid pressure brake.. thc combination with lan application chamber, andV valve mechanism governed hy the pressure in said chamber for controlling the supply of air to the brake cylinder. of a triple valve device Slm-ated hv a reduction in train pipe {'uessure vfor supplying air to said application chamber. and an eugi'ineeus brake valve having ports adapted in one position to re.- dui-o the train pipe pressure and to supplyY air from another source to the application chamber.

17. ln a tluid pressure lnaltc, the combiin said chamber .for controlling,r the, supply tothe brake cylinder, of an engineers brake valve having a train pipe connection, and a port adapted to be 'onnected with the application chamber, a valve device operated by variations in train pipe pressure forf slmplying air to said application chamber, andl a straight air brake valve having means for supplying air to the application chamber and for controlling:l comnuinication from the'ap'ilication chai'nber to the engineers brake' valve.

` 19, ln afluid pressure brake,the combi-V nation 'with an application chan'iber land a valve mechanism governed by the.pressurel in said chamber for controlling the supply to and release from the bralce cylinder,-of an engineer-s brake valve having a train. pipe connection and ports for releasing air from the application chamber Ain the running position, and a straight air brake valve having ports adapted in one positien to supply air to said application chamber and in another p .sition to open communication from said chamber to .the engineers brake valve'.

20. ln a fluid pressure brake, the combination with an application chamber and a."v

valve mechanism governed by the pressure in said chan'iber for controlling the supply to and release from the brake cylinder, of an cngineers brake valve having a train pipe connection and ports for releasing; air from the application ehan'iber in lap position. and a straight air brake valve havingr ports for controllingv c .mmuuieation.from the application chamber to the enginecrs brake valve.

2l. ln a fluid pressure. brake. the combination .with an application chamber, a valve mechanism gowrned by the pressure. insaid chamber for controlling the supply to the brake cvlinder. and a tripleI valve device P foverned h v the train pipe pressure for controlling the supplv ol' air toand its release from said amilication chamber, of an engineer`s brake valve` a rock for cutting out the engineers brel-1e valve from the train pipe. hurl meanst'or closingr and openingr the outlet. from the exhaust o-" the triple nation with an application chamber', and a i valve device.

22. In a fluid pressure brake, the combiJ nation with an application chamber, a valve mechanisn'i governed by the pressure in said chamber for controlling the supply to the brake cylinder, and a triple valve device governed by the train pipe pressure for controlling the supply of air to and its release from said application chamber, of' an engineers' brake val've and a double cnt out cock for opening or closing the outlet from the exhaust of the triple valve device and comniunication from the train pipe to the engineers brake valve. l

23. In a fiuid pressure brake, the combination with an application chamber, a valve mechanism `governed by the pressure in said chamber for controlling the supply to the brakecylinder, and a triple valve device governed by the train pipe pressure for controlling the supply of air to and its release from said application chamber, of an engineers brake valve, a pipe or passage connecting the exhaust` from the triple valve device to the engineer-s brake valve, and a eut-out cock for said pipe. l

24. The combination with a brake valve lor-med in sections and ha ving a flat valve seat with suitable ports and passages, of a plain fixed base section having correspondinpr passages and pipe connections, whereby the brake valve may be ren'ioved without dis turbingr the pipe connections.

25. The combination ot' an cngineors brake valve formed in sections havingV a valve seat, with suitable ports and passages, and con taining a chamber with a piston and train pipe discharge valve, of a plain fixed base section provided willi corresponding passages and pipe connections, whereby the brake valve may be removed without disturbing' any ot' the pipe connections.

2G. In a fluid pressure brake, the canihi nation with aV brake cylinder and train pipe, of a valve for controlling the suppl)l of air to the brake cylinder` an application chamber separated from the train pipe, a -riovable abutment subJect to the pressure of the applicatlon chamber for actuating said valve,

rand a brake valve for varying the air presi nient subject on the f'ull area thereof to the opposing pressures of the application chamber and the brake cylinder for actuating said valve, and a brake valve for varying the pressure in said application chamber.

25%. In a fluid pressure brake, the combination with a brake cylinder and train pipe, of' an application chamber separated from the train pipe, a movable abutment subject to the pressure of' said chamber, valve means actuated by said abutment for controlling the supply and release of air lto and from the brake cylinder, and a brake valve having .ports `for supplying air to and releasing same i' rom said application chamber.

Q5). ln a4 fluid pressure brake, the combination with a brake cylinder of an applicatien chamber, a. movable abutment subject to the opposing` pressures of the application chamber and the brake cylinder, and valve means directly actuated by said abutment and having ports for sul'iplying fluid to the brake cylinder upon an increase in pressure in the application chamber and` for releasing! fiuid from the brake cylinder upon a reduction in )ressure in the application chamber, said abutment. and valve means havingr a lap position in which the application and release ports are closed.

In testimony whereof I have hereunto set my hand.

WALTER V. TURNER. Witnesses:

R. F. EMERY, J. B. MACDONALU. 

